Car-axle bearing



N0 Model.)

B. EMBATY'ARD.

GAR AXLE B EARING.

N0. 301,510. Patented July 8, 1884.

W-neas;

' of the axle and its bearings.

UNITED STATES PATENT Fries.

EDW'ARD B. MFATYARD, OF GENEVA, NVISCONSIN.

CAR-AXLEBEARING.

SPECIPICATIONforming part of Letters Patent No. 301,510, dated July 8,1884.

Application filed June 12, 1882. (No model.)

To all whom it may concern: 1

Be it knownthat I, EDWARD B. Mnnrrnnn, a citizen of the United States,residing at Geneva, in the county of \Valworth and State of Wisconsin,have invented certain new and useful Improvements in Axle-Bearings forRailway-Cars, which are fully set forth in the following sp ecification,reference being had to the accompanying drawings, in which Figure 1 isan elevation of a pair of wheels with axle, side beam, and cross-beam,showing my improvements. Fig. 2 is a vertical section of one wheel andtheneighborin g parts Fig. 3 is a section on the line x .e in Fig. 2,the rib of the side beam beingpartly broken away, so as to show one ofthe cushions between which it rests. Fig. 4 is a similar section to Fig.2, but showing a modified bearing. Fig. 5 is an inside elevation of thelid of the axle-box. Fig. 6 is a plan view of the brass shown in Fig. 2.Fig. 7 is a plan view of the brass shown in Fig. 3.

The same letters denote the same parts in all the figures.

My invention relates to the journal-bearings for railway-car axles, andthe objects of it are to provide a substitute for the springs which inordinary trucks sustain the weight of the car-body, to provide 'for arocking of the axle-boxes to accommodate them to the changed positionsof the wheels in rounding curves without communicating the jar to therest of the truck, and, generally, to promote the perfection anddurability of the bearing, while diminishing its expense; and to theseends the invention consists, partly, in' axleboxes providedwith cushionsabove and below, and partly in the several devices and combinations ofdevices which will be fully set forth hereinafter, and definitelypointed out in the claims.

In the drawings, A denotes a pair of wheels, constructed of elasticmaterial between the felly and the axle, on the principle set forth inmy application for a patent allowed May 15, 1882.

B denotes the axle, G the side beams, and D the cross-beam, theconstruction of these forming no part of the present invention.

E denotes the axlehox, which is provided with a doubly-sloping top, asshown in my patent for car-trucks, No. 251,618, dated December 27, 1881,but which differs from the box shown in that patent, in that its frontand back walls are at right angles each to the adjacent slope of thetop. In the box now shown the slope is confined to that part of the topon which the side beam rests, that part which is farthest from the wheelbeing fiat-topped. On each side of the sloping portion of the top is arib, e, the two ribs forming a groove or seat for a pair of cushions, F,of india-rubber or other elastic and yielding material. About the apexof the sloping part of the top is a slight eminence, c, surrounding ashort longitudinal slot, which is out through the top of the box. Thisslot receives the rib c, which is formed on the under side of the sidebeam, and rests between the cushions F. A plate,

E, arranged under the axlebox, or so much of it as is directly under theside beam, sup ports another cushion, F, of similar material to F. Aflange or rim on the margin of the plate keeps thecushion from shifting.Projecting a little in front and rear of the axlebox, this plate E isfastened to the side beam through the projecting portions by means ofscrew-bolts G, two at each end. The side beam is thus firmly secured tothe axle-box, and at the same time is kept by the intervening cushions,F and F, from contact or rigid connection with it. By this device, andby the use of the wheel shown in the drawings, I am enabled to dispensewith the supportingsprings which are ordinarily placed between thecar-body and the wheels. The cushions F and F also admit of that slightrocking of the axle-boxes which is necessitated by the varying relativepositions of the wheels, especially in rounding curves, without jarringthe side beams or straining their fastenings to the axleboxes. The nutswhich fasten the bolts G are on the top of the sidebeam, so that theheads of the bolts, which are square, come below the plate E. Througheach head two holes are drilled in directions at right angles to that ofthe bolt, (which is parallel with the front or rear wall of theaXle-boX,) and crossing each other at right angles in the center of thehead, so that at every quarter-turn the bolt is brought into a positionin which it can be tied to the cordinary construction the brass orbearing-block H, which is placed between the axle and the top or bearingplate of the axle-box, is thin directly over the axis of revolution,where the pressure and strain and wear are greatest,

while before and behind the axis it thickens into a superfluous weightof metal. I remedy this defect by forming the bearing-block with aconvex enlargement directly over the axis of revolution, fitting into acorresponding concavity in the top of the axle-box, and diminishing itgradually front and rear on a curve of radius somewhat shorter than thatof the axle itself, as shown in Fig. 3. This conformation of the brassalso remedies an incidental evil, which has become quite serious in somesections of the country, where it is not at all uncommon for thieves tolift the axle-boxes of cars left standing on the track by means of'small jack-screws or equivalent devices, and

then slip out the brasses through the apertures in the ends of theboxes. A brass shaped as I have described it cannot be got through theend aperture of the box. In the ordinary construction, also, thediameter of the axle is diminished where it carries the brass, in orderto prevent the latter from shifting lengthwise of the axle. The surfaceof contact is thus made very small. I provide a sufficientbearing-surface of the block on the axle, and also for retaining theformer in its place on the latter, by enlarging the axle in that portionof its length, I), which turns under the block into the form of thecentral zone of a sphere, and conforming the inner curvature of thebrass or block thereto, as shown in Fig. 2. The retention of thebearing-block in its place is also aided by the pin h 011 the top of itsconvex enlargement entering the slot which is out through the risingportion e of the top plate of the axle-box. By thus making the journalabsolutely the thickest part of the axle, I obtain a firm bearing, andat the same time avoid any unnecessary weight in any other part of theaxle, whereas if the axle is of a reduced thickness on each side of thejournal, so as to allow the latter to rise from the depressed portion toa diameter not greater than the rest of the axle, the axle must eitherbe unnecessarily heavy for the greater part of its length or too weak inthe part immediately adjoining the journal. tion shown in Fig. 4 of thedrawings avoids these objections. It, however,makes it necessary toarrange the wheels outside of the axlebearings. If, for any reason, itis thought best to arrange the wheels between the bearings, the modifiedform shown in Fig. 4 may be adopted,

The conformathough I regard that of Fig. 2 as far preferable. In thismodification that part of the length of the axle on which the wheels areset is necessarily made somewhat larger than the greatest diameteroutside of the wheel, and in order that the least diameter outside thewheel may not be too much reduced the en-' largement 12 takes the .formof the zone of a prolate spheroid, instead of a sphere. The greatestthickness of the bearing-block is correspondingly increased. Theformation of the bearing-blocks and axles which has been described makesit practicable to make the former of less expensive material than brassand obtain equally good service. A washer, I, is shrunk on the axlebetween the box and the wheel for the purpose of excluding dustfrom theformer. It is beveled, havingits least diameter toward the wheel, so asto throw all dust that falls upon it down between it and the wheel. Thisdiversion of the dust is aided by the beveled projection of the hub ofthe wheel, (shown in Fig. 2 of the drawings,) which, in connection withthe washer, forms a sort of gutter, opening at its bottom into the spacebetween the wheel and the washer. A housing, 6 sloping the same way,projects from the axle-box, covering the j unction of the washer andaxle-box, and throwing down between the washer and the wheel whateverdust falls on it. The opening in the flat top of the axlebox forinspection and lubrication is covered by a sliding plate, K, which iskept down in its seat by beveled grooves c, in which it slides. Adownwardly-turned flange at one end prevents it from sliding more thanone'way, and a gravi-,

tation-lever, K, hinged at the other end, prevents it from accidentallymoving that way. The short arm is, which extends above the point wherethe lever is hinged, coming in contact with the top of the plate,prevents the lever from being thrown over on the plate, and thus insuresits always being in an operative position,

I am aware that spherical or spheroidal bearings are not new, suchhaving been heretofore shown in car-axles with the spherical orspheroidal parts of greater diameter than the other parts of the axle,and I do not broadly claim such construction, my object being to providea universal joint, by means of the spherical j ournal-bearing block forthe axle'box, which will permit the axle-box to rock or oscillate in alldirections when used with axles permitted to have a certain amount oflateral movement, as in rounding curves, and in this respect I desire tolimit my invention to the peculiarity referred to.

What I claim as my invention, and desire to secure by Letters Patent,is-

1. A railwaycar axle provided with a spherical bearing, in combinationwith a journal-box having a corresponding concavity, and a bearing-blockadapted to the convexity of the axle and the concavity of the box,whereby a universal joint is provided, substantially as described, andfor the purpose set forth. 7

2. The side beam, 0, the axle-box E, provided with a grooved top, theplate E, arranged below the box means for rigidly fastening the plate tothe side beam, the cushions F, arranged in the grooved top, and theonshions F, arranged between the box and the plate E, all incombination, substantially as and for the purposes described.

3. The beveled washer I, set close on the axle between the axle-box andthe wheel, in combination with the projection e of the axlebox, arrangedabove the washer, and having a slope corresponding to the bevel of the15 washer, substantially as and for the purpose described.

4. In combination with an axle-box having a rectangular opening in itstop, a cover arranged to slide in guides and provided with a 20stop-flange at one end, and with a gravitation-lever, arranged asdescribed, at the other end, substantially as and for the purpose de-

